CN110234826B

CN110234826B - Lock with a tensioning device for a motor vehicle

Info

Publication number: CN110234826B
Application number: CN201880008948.8A
Authority: CN
Inventors: T·班德尔
Original assignee: Kiekert AG
Current assignee: Kiekert AG
Priority date: 2017-01-30
Filing date: 2018-01-30
Publication date: 2022-03-04
Anticipated expiration: 2038-01-30
Also published as: KR20190107139A; KR102557701B1; CN110234826A; EP3574170A1; EP3699380B1; CN111364861A; CN111364861B; EP3574170B1; US20200040618A1; JP2020507027A; WO2018137738A1; JP7087242B2; EP3699380A1

Abstract

The invention relates to a lock (1) for a motor vehicle, comprising a locking mechanism (2) which comprises a rotary catch (3) and at least one catch (4, 5), a tensioning device (9), an electric drive and a torque converter, wherein a variable torque in the tensioning device (9) can be set by means of the torque converter, wherein the tensioning can be realized at least in some sections by means of a force closure (K).

Description

Lock with a tensioning device for a motor vehicle

Technical Field

The invention relates to a lock for a motor vehicle, comprising a locking mechanism comprising a rotary catch and at least one catch, a tensioning device/auxiliary closing device, an electric drive and a torque converter, wherein a variable torque in the tensioning device can be set by means of the torque converter.

Background

In order to increase the comfort in a motor vehicle and to achieve the simplest possible handling of the motor vehicle, more and more comfort functions are integrated into the motor vehicle. For example, it is known to close vehicle doors, vehicle hatches or hoods by means of tensioning devices. The reason for this is on the one hand that an easy closing of the door is possible and on the other hand that, for example, the outer door handle is to be omitted in order to achieve a corresponding design or to simplify the handling by making the door automatically closable. Such tensioning devices are often used in particular in fully automatic rear covers. The rear cover can be actuated, for example, without manual actuation of the rear cover itself, for example, only by radio remote control.

Thus, for example, DE 10140365 a1 relates to a servo lock of a motor vehicle door lock, wherein the term "servo lock" is used for the following locks: in which automatic tensioning is achieved. Here, the latch of the motor vehicle door lock is arranged at an adjustable actuation rocker. Furthermore, a drive for actuating the wobbler is provided. The drive motor-driven causes the actuator rocker with the latch bolt and the rotary latch fork surrounding the latch bolt and thus the associated vehicle door to be transferred from the preliminary latched state into the main latched state. The additional locking lever is responsible for holding the actuating rocker in this position when the door is manually transferred from the pre-locking state into the main locking state.

Such a catch provided with a tensioning device is used in principle in all conceivable doors on motor vehicles. Thus, what is conceivable and included within the scope of the invention is not only the application to the side door, but also to the trunk lid, the rear lid or the hood. In this case, the tensioning device realized in this way can displace the associated door or vehicle door from the already mentioned preliminary locking state into the main locking state against the resistance of the seal, for example.

Another design of a tensioning device is the subject of DE 19828040B 4. The invention relates to a force-assisted closing device for a door, hatch, hood or roof of a motor vehicle, in particular a passenger car, in which a pivotable stop element is arranged on a rotary latch. Furthermore, the pawl interacting with the rotary latch fork likewise has a pivotable stop element. These two stop elements interact with the control disk during opening or closing. The control disk is a component of an actuating drive, by means of which both the opening process and the closing process can be initiated.

DE 202008015089U 1 proposes providing a transmission lever which is supported coaxially with the axis of the rotary latch fork of the locking mechanism. In addition, the drive pawl is supported on the transmission element. The drive pawl itself is coupled to the driver by means of a bowden cable or other connecting means.

In this prior art, the rotary latch fork is moved from the preliminary latching position into the main latching position by means of the tensioning pawl or the drive pawl and by means of the bowden cable with a separate external drive. The tensioning device has a bowden cable which is connected to the torque converter via a cam. For this purpose, the electric drive acts on a gear wheel, for example by means of a worm gear, wherein the gear wheel additionally has a cam. Here, the bowden cable is connected to the cam such that a torque can be generated which is dependent on the drive stroke.

Preferably, a gradually increasing torque is implemented in this case, so that a tensioning torque which differs depending on the position of the cam can be provided to the rotary latch. The torque converter thus generates a force which is dependent on the drive travel, i.e. a tensioning force which is required for tensioning (i.e. for displacing the rotary latch fork from the pre-latching position into the main latching position). This is advantageous, for example, because the rotary latch fork must be moved against the sealing pressure from, for example, the door seal when the rotary latch fork is transferred from the preliminary latching position into the main latching position.

Known tensioning devices in motor vehicle door locks have proven themselves in principle, however, in practice, restrictions are often encountered or improvements are required. This can be attributed essentially to the fact that: although the force provided by the drive is sufficient and, according to this prior art, can also be adapted variably to the required force, further measures are required in order to be able to provide a comfortable function for longer tensioning paths. Or in other words, when the motor vehicle is pulled tight, no solution is provided for all comfort functions which also satisfies all safety-relevant features when the motor vehicle is automatically closed.

Disclosure of Invention

The object of the present invention is to provide an improved lock for a motor vehicle. The object of the invention is also to provide a tensioning device for a lock, by means of which a longer tensioning path for, for example, a motor vehicle door can also be achieved without affecting the safety of the operator of the motor vehicle. The invention also aims to provide a structurally advantageous and cost-effective solution.

The solution to this object is achieved by the features of independent claim 1. Advantageous embodiments of the invention are specified in the dependent claims. It is to be noted that the embodiments described below are not limitative, but any variant possibility of implementing the features described in the description and the dependent claims.

According to claim 1, the object of the invention is achieved by: a lock for a motor vehicle is provided, comprising a locking mechanism, a tensioning device, an electric drive and a torque converter, wherein the locking mechanism comprises a rotary catch and at least one catch, wherein a variable torque in the tensioning device can be adjusted by means of the torque converter, and wherein the tensioning can be realized at least in sections by means of a force closure. Now, the following possibilities are provided by the force which is transmitted in a force-locking manner at least locally during the tensioning: a large tensioning path for a motor vehicle or a component arranged movably on a motor vehicle can also be implemented automatically without safety risks for the operator. A safety risk exists if a component which is arranged movably on the motor vehicle is moved by means of an electric drive, whereby an operator may be caught.

In particular, very high tensions can be provided in the case of hatches or vehicle doors, which have to be closed against the pressure of the seal. Now, if a door or hatch or other movable component is tensioned in such a way that only a force closure is present in the tensioning device, the component can be moved on the motor vehicle, but if, for example, a person or an object is caught by the movable component, the force closure can be suppressed and the tensioning process can be interrupted. For this purpose, during clamping, only a force exceeding the force closure has to be generated in order to interrupt the tensioning process or to decouple the components of the tensioning device. The force closure can eliminate the safety risk of jamming.

As a lock for motor vehicles, various locks and actuating elements can be used. The lock can be used as a compact structural unit, for example in a side door, a sliding door or in the region of a hatch or a roof or cover. It is also conceivable to use, for example, hood locks, auxiliary locks, for example in vehicles.

The locking mechanism in the motor vehicle lock has a rotary catch and at least one catch, wherein the rotary catch can be held in a locked position by means of the catch. In this case, two-stage locking mechanisms, including a preliminary locking and a main locking, and systems with one or two locking claws are used.

Acting on the locking mechanism is a trigger lever, wherein the trigger lever disengages the one or more locking claws from the locking fork, for example by a swinging movement. The trigger lever is preferably mounted pivotably in the motor vehicle lock and preferably in the housing and/or the lock case of the motor vehicle lock.

The tensioning device has a drive in the form of an electric motor and cooperates with the torque converter. The electric drive and the torque converter can be arranged directly in the lock or as a separate module, for example, indirectly by means of bowden cables or directly co-act with the rotary lock fork. This means that the drive, for example in the form of an electric motor, and the corresponding transmission mechanism as a torque converter are designed as a separate module and the separate module is connected to the lock housing of the lock, for example by means of bowden cables. In this case, the bowden cable core can be connected, for example, to a tensioning claw, wherein the tensioning claw can act directly on the rotary latch. The tensioning pawl is then arranged pivotably in the lock, and in such a way that: the pawl can be caused to engage the rotary lock fork in a tensioning path.

However, it is also conceivable for the tensioning device to be integrated directly on the lock or even into the lock. In this case, it is conceivable, for example, for the electric drive and the torque converter (for example in the form of a gear mechanism) to be connected directly to the rotary catch. For this purpose, for example, the electric motor can interact with a spindle drive, which moves the tensioning claw. In this case, the tensioning claw can be arranged pivotably in the lock in such a way that it can be brought into engagement with the rotary catch by means of a tensioning path.

As a torque converter, for example, a transmission mechanism or a mechanism which can at least introduce different forces or torques into the rotary catch can be used. Here, the torque converter can realize: a torque that is variable at least locally, i.e. over the tensioning path, can be generated, so that the rotary locking fork can be acted upon with different forces or torques.

The tensioning is at least partially achieved by means of a force closure. This means that during the tensioning driven by the electric motor, at least in a part of the tensioning movement and preferably in the first part, the tensioning mechanism is constructed such that a releasable connection can be established, for example, between the tensioning claw and the rotary catch. In other words, an interruptible connection can be established between the clamping claw and the rotary catch. For example, the force closure when the rotary latch fork is pulled up can be eliminated by the operator of the motor vehicle manually grasping the door or flap and thus eliminating the force closure, whereby the pulling-up can be interrupted.

In one embodiment of the invention, it is advantageous if, in a first tensioning movement of the rotary catch, the tensioning device can introduce a tensioning moment into the rotary catch by means of a force fit, and, in a second tensioning movement of the rotary catch, the tensioning device can introduce a tensioning moment into the rotary catch by means of a form fit. By combining a first tensioning movement by means of force closure and a second tensioning movement by means of form closure, reliable tensioning can be achieved over large distances or tensioning movements. The tensioning is effected here in the first region of the tensioning movement by means of a force closure and can be interrupted, for example, by an operator or by means of a device which counteracts the closing of the vehicle door or hatch. For example, the jacket or the hand may be in the region of the door or hatch, whereupon the blocking means blocks further tensioning by: the force closure is eliminated and the tensioning process can be interrupted. The tensioning movement can no longer be interrupted only if a form lock between the rotary catch and the tensioning device occurs in the second region of the tensioning movement. In the first region, therefore, a tensioning that can be easily interrupted is achieved, while in the second region a tensioning that can also overcome forces, for example of a door seal or a hatch seal, is achieved or can be achieved by means of a form closure.

A further advantageous embodiment variant of the invention results if the rotary latch fork has a main latching position, in particular a preliminary latching position and a main latching position, wherein the tensioning claw can be engaged with the rotary latch fork independently of the latching position. Advantageously, the tensioning claw can already be brought into engagement with the rotary latch when the locking position of the rotary latch has not yet been reached. In this case, for example, the vehicle door or the hatch or the sliding door is merely hidden and is not yet latched to the locking mechanism of the lock. It is therefore possible for the rotary latch to be moved over a large area and for the door or flap to be closed in a large tensioning area by means of the tensioning device.

The tensioning device may have a tensioning claw, wherein the tensioning claw may be engaged with the rotary catch. Furthermore, the tensioning device can have a bowden cable and/or a transmission. In both cases, an advantageous embodiment of the invention results, wherein the tensioning claw offers a structurally simple possibility to establish a force-locking connection between the tensioning claw and the rotary catch on the one hand and a form-locking connection between the tensioning claw and the rotary catch on the other hand. Furthermore, it is also conceivable that the force-locking can be established by a connection between the drive and gear mechanism in the form of an electric motor and the bowden cable. In other words, the connection between the bowden cable or the bowden cable core and the transmission can be designed such that a force-fit connection is present in the first tensioning region, i.e. the first tensioning movement, and a form-fit connection can be established between the transmission and the bowden cable core in the second tensioning region, i.e. the second part of the tensioning movement.

The force-locking in the tensioning device can be produced by means of a bowden cable and/or by means of a transmission and/or by means of a tensioning claw. The realization of the force-locking in the tensioning device is therefore not tied to the combination of media, but can also be realized by a combination of components present in the tensioning device or in the lock. In the transmission, for example, a slip clutch may be present, the bowden cable may be driven by a half-locked (halbschlussage) connection, and the tensioning claws may be formed, for example, in such a way that only a frictionally locking connection between the tensioning claws and the rotary catch is present in the first tensioning path. In this case, a combination of friction fit and form fit can be achieved in the tensioning device: on the one hand, a force fit and, on the other hand, a form fit can be produced.

In an embodiment of the invention, the tightening torque in the first tightening movement is smaller than the tightening torque in the second tightening movement. In this case, the distribution of the forces and moments that can be transmitted during the tensioning movement and the adaptation of the forces and moments to different movements of the tensioning device can be achieved, so that the tensioning can be interrupted even with little force. In particular in the area of the force closure, i.e. in the first tensioning movement, the door can now be tensioned with a very low torque, so that, for example, the operator of the motor vehicle, in particular a child, can also interrupt or stop the tensioning movement in the first part of the tensioning with very little force. If the tensioning movement is interrupted in the first part of the tensioning movement, the tensioning device is disengaged, the force closure is removed and the door and/or the hatch can be opened.

In an embodiment of the invention, a tensioning force of about 100 newtons can be generated in the first tensioning movement and a tensioning force of about 500 newtons can be generated in the second tensioning movement by means of the tensioning device, or the aforementioned forces can be provided by means of the tensioning device. The low force for tensioning during the force-locking transmission in the tensioning device can be achieved, and the tensioning process can also be easily interrupted by the hand of a small child, for example. It can thus be ensured that no clamping occurs during tensioning and in particular during the first part of the tensioning movement. In this case, a very low force of 80 n up to about 120 n makes it possible to easily interrupt the tensioning movement, although the door or flap can move. Only during the second part of the tensioning movement, a large force of approximately 500 n is used or a torque is introduced into the rotary catch, so that a secure tensioning and displacement of the vehicle door into the main locking position can be achieved even under the force of, for example, the vehicle door or the hatch seal.

Advantageously, a tensioning movement of the rotary latch fork can be introduced when the engagement of the rotary latch fork in the catch is achieved, which is a further embodiment of the invention. Independently of the respective locking position, the closing movement is produced by means of the tensioning device and by means of the rotary catch. Thus, if the rotary catch is in operative connection with the catch, bolt or catch bow, a tensioning movement of the door or hatch can be initiated or started by means of the rotary catch. If at this point in time the rotary latch fork is already driven by the electric motor or indirectly by means of the tensioning device, the closing movement can be carried out automatically over a very wide closing region of the vehicle door. In this case, the closing movement is not bound to the reaching of the locking position, i.e. the pre-locking position or the main locking position of the locking mechanism, but can already be initiated when the rotary catch reaches the catch.

The first tensioning movement can be carried out from the engagement of the rotary catch into the catch up to a closed state of 4 mm. The tightening from the engagement of the rotary catch into the catch until the door or hatch has been closed over 4mm provides the greatest degree of safety. During the first tensioning movement, only a force closure is present, so that the closing movement can be interrupted before a closing region of 4mm is reached. In the closed state of 4mm, the form-locking only acts in the second tensioning movement. 4mm depicts the gap size at the door or hatch, which prevents intervention, for example by means of a hand or finger. In the closed state of 4mm, a form-locking tensioning behavior can thus be achieved, as a result of which the maximum safety of the motor vehicle operator can be achieved. The size of the gap when the rotary latch fork reaches the engagement region with the catch can be variable and can vary depending on the type of motor vehicle construction. It is also conceivable, however, for the engagement of the rotary latch fork to take place with a slot size of 25mm, preferably 20mm and more preferably 15mm and particularly preferably with a slot size of 10 mm. The first tensioning movement can thus tension a gap size of more or less than 20mm by means of a force-locking movement without the safety risk of the operator. The embodiment of the tensioning device according to the invention also makes it possible to achieve a structurally and cost-effective tensioning solution, since the components used are largely identical, wherein, in part and depending on the embodiment, only the structure of the existing components has to be changed.

According to claim 11, the object of the invention is achieved by: there is provided a lock for a motor vehicle, the lock having: a locking mechanism comprising a rotary locking fork and at least one locking pawl; a tensioning device having an electric drive; a sensor for detecting the state/position of the locking mechanism; and a control device for the tensioning device, wherein at least one means is provided for detecting the position of the component that can be moved by means of the tensioning device, and the means for detecting interacts with the control device. By the interaction according to the invention between the means for detecting the position of the component to be moved and the tensioning device, the control device can detect the position of the component with positional accuracy. In particular, it is thereby possible to interrupt the movement which has been introduced into the component by means of the tensioning device at any time. The control device can thus interrupt the tensioning process during engagement with the tensioning device independently of the position of the component. The tensioning process can be interrupted by interrupting the current to the tensioning device by: for example, the engaged tensioning claw is disengaged and/or interrupted in such a way that the tensioning process is reversed. This prevents, for example, the operator from being caught.

Very high tensions can be provided in particular in the hatch or the door, since the tensions have to cause the door or the hatch to close against the pressure of the seal. Now, if the door or hatch or other movable component is tensioned in such a way that the component loaded with the tensioning moment is monitored during tensioning, the tensioning process can be interrupted.

As a lock for a motor vehicle, different locks and actuating elements can be used. The lock can be used as a compact structural unit, for example in a side door, a sliding door or in the region of a hatch or a roof or cover. It is also conceivable to use, for example, hood locks, auxiliary locks in vehicles, for example.

The locking mechanism in the motor vehicle lock has a rotary catch and at least one catch, wherein the rotary catch can be held in a locked position by means of the catch. Two-stage locking mechanisms, including pre-locking and main locking, and systems with one or two locking pawls are used.

The trigger lever acts on the locking mechanism, wherein the trigger lever disengages the one or more pawl from the fork, for example by a swinging movement. The trigger lever is preferably mounted pivotably in the motor vehicle lock and preferably in the housing and/or the lock case of the motor vehicle lock.

The tensioning device has a drive in the form of an electric motor and cooperates with the torque converter. The electric drive can be arranged directly in the lock with the torque converter or as a separate module, for example, indirectly or directly interacting with the rotary locking fork by means of bowden cables. This means that, for example, the electric-motor drive and the corresponding transmission as a torque converter are designed as separate modules and the separate modules are connected to the lock housing of the lock, for example, by means of bowden cables. The bowden cable core can be connected, for example, to a tensioning claw, wherein the tensioning claw can act directly on the rotary latch. The tensioning claw is then arranged pivotably in the lock and is arranged such that it can be brought into engagement with the rotary lock fork on the tensioning path.

However, it is also conceivable for the tensioning device to be integrated directly on the lock or even into the lock. In this case, it is conceivable, for example, for the electric drive and the torque converter, for example in the form of a gear mechanism, to be connected directly to the rotary catch. For this purpose, the electric motor can interact, for example, with a spindle drive, which moves the tensioning claw. In this case, the tensioning claw can be arranged pivotably in the lock in such a way that it can be brought into engagement with the rotary catch in the tensioning path.

As a torque converter, for example, a transmission mechanism or a mechanism which can at least introduce different forces or torques into the rotary catch can be used. Here, the torque converter can realize: a variable torque can be generated at least locally, i.e. over the tensioning path, so that the rotary catch can be loaded with different forces or torques.

The tensioning is carried out while continuously detecting the movement of the component, wherein the means for detecting transmit a signal to the control device, so that the position of the component or of a motor vehicle component associated with the means of the component can be determined at any time during the tensioning. If, as explained above, the tensioning device is a locking mechanism of the motor vehicle, by means of which a side door of the motor vehicle is tensioned, the position of the door and thus the gap size can be determined during tensioning by means of the device for detecting. In this case, the gap size can be determined as the size between the moving vehicle door and the vehicle body. In this case, the gap particularly defines a region which is open for an operator, for example a hand, between the movable component, preferably the vehicle door, and the vehicle body when the vehicle door is closed.

In one embodiment of the invention, the means for detecting is advantageously a sensor or a switching means, in particular a microswitch. As a means for detection, a rotation sensor can be used, for example, which detects a rotational movement of the moving component, in particular of the rotary latch fork. However, it is also possible to use one, two or more microswitches which detect the movement individually and/or in combination and thus determine the movement of the component and thus the movement of, for example, a door or a hatch by means of the movement of the component. In this case, the movement of the vehicle door or the hatch itself can also be detected, so that the position can be determined in conjunction with the control unit. The microswitch is cost-effective, while the rotation sensor enables a very precise determination of the moving component and its position.

It can be advantageous here to monitor the tensioning process only locally, i.e. only the region of the gap size has to be detectable. In fact, the tensioning claw falls into the component to be moved in the range <10mm, preferably <8mm and still more preferably ≦ 6 mm. Therefore, the monitoring of the tensioning process must only take place at this point in time. Since the gap size is 4mm or less, it is no longer possible for the operator to insert a finger, for example, into the gap between the vehicle door and the vehicle body, for example. The <4mm area can then be excluded from monitoring, for example. Preferably, monitoring of a gap size of 10-4mm, preferably 8-4mm and still more preferably 6-4mm is considered as an advantageous design approach.

If the device for detecting the position interacts with the control device in such a way that an interruption of the tensioning process can be brought about by detecting a current rise in the electric drive. In particular, the rise in current indicates: the tensioning process is subject to a great load. If the current rise is evaluated by means of the control device, the control device can determine: whether the deviation of the current rise is such that the current rise is outside the tolerance window, the tensioning process can be interrupted. If the tensioning drive acts, for example, on a locking mechanism of a lock in a side door of the motor vehicle, the door reaches, for example, a main locking position of the locking mechanism of the side door lock. The tensioning process is now started, i.e., for example, the tensioning claw engages with the rotary catch and moves the rotary catch in such a way that the rotary catch can be moved from the preliminary locking position into the main locking position. During this process, the tensioning device must move the door against the door seal, so that a higher force is required for tensioning as the closed position rises and the gap size decreases. However, the force can be determined within a tolerance range, so that deviations outside the tolerance range or a predetermined tolerance window can be detected, and the control device can interrupt the tensioning process, possibly disengage the tensioning claws and/or introduce a reversal of the tensioning process. The current rise can therefore advantageously be used as a safety measure in the event of a tension.

In a further embodiment of the invention, the movable component is a door, hatch, flap or cover of a motor vehicle. The movable component is moved by means of the tensioning device, wherein the component is pressed against the motor vehicle or the vehicle body in such a way that no gap size or only a very small gap size is present. On the one hand, to achieve the best possible aerodynamics of the motor vehicle and, on the other hand, for aesthetic reasons, to keep the gap size as small as possible or, for example, to provide a safer closure in the case of convertible tops. In this case, there is always a risk of an operator or foreign bodies being caught during the closing and in particular during the automatic closing. The possibility of detecting the current rise during automatic tensioning, which is used in the sense of the present invention, thus offers the advantage that an electronic control signal can be generated in order to interrupt the tensioning process.

A further advantageous embodiment of the invention results if the tensioning device interacts directly with the locking mechanism or the restraining strap/catch. Depending on the point of action of the tensioning device, the tensioning is carried out in such a way that a component, for example a hatch, a roof or a vehicle door, is transferred from a first closed position into a second closed position. If the locking mechanism of, for example, a motor vehicle lock is tightened, the vehicle door or the hatch can be transferred from the pre-locking position of the locking mechanism into the main locking position. If the tensioning device acts on the restraining strap, the following possibilities also exist: the door or flap can be moved or tensioned via another region. During the tensioning period, the monitoring is continued: the tension and in particular the current consumption of the drive are within a tolerance range or a tolerance window of the current consumption, so that a possible danger to the operator can be inferred.

An advantageous embodiment variant of the invention results if the rotary latch can be moved by means of the tensioning device. The movement of the rotary latch can be carried out in such a way that, for example, the tensioning claw engages with the rotary latch in a non-positive and/or positive manner. If the rotary latch fork is moved by means of the tensioning device and, for example, by means of the tensioning pawl, the rotary latch fork in engagement with the catch can move the door or the hatch or the seat from the first engagement position with the catch up to the main latching position or the overtravel position. If excessive current consumption of the drive is detected during tensioning, the tensioning process can be interrupted. The highest degree of safety can therefore be provided by the design according to the invention. This prevents pinching or injury when the tension is applied.

In an embodiment variant, the means for detecting the position are arranged at the rotary catch. Advantageously, the sensor device can act directly on the rotary catch, so that the tightening region, which is important for the operator of the motor vehicle, is monitored very precisely and with regard to. Of particular interest here are areas of tension which may lead to injury or entrapment. In this case, by ascertaining the position of the rotary latch fork, the gap size can be monitored or inferred very precisely, since the gap size of the vehicle door can be determined very precisely on the basis of the engagement between the rotary latch fork and the catch.

A further embodiment is obtained if a variable tightening torque can be provided by means of the tightening device. The variable tightening torque can be controlled by the control device independently of the monitoring of the tightening movement, wherein the tolerance window is monitored at any time such that the current does not exceed the tolerance window without the control device generating at least one warning signal or interrupting the tightening process, interrupting the tightening or reversing the tightening process. In any case, this prevents the operator from being caught and injuries to the operator do not occur.

Drawings

The invention is further elucidated below by means of embodiments with reference to the drawing. However, the applicable principles are: the embodiments are not to be construed as limiting the invention but merely as presenting design alternatives. The features shown may be implemented individually or in combination with other features of the description and the claims, alone or in combination. Wherein:

fig. 1 shows a principle drawing of a part of a tensioning device in a motor vehicle lock with a locking mechanism with a pre-locking part and a main locking part,

FIG. 2 shows a force-path diagram, wherein the force curves during a first tensioning movement and a second tensioning movement are shown, and

fig. 3 shows a force-path diagram, in which the force curve and the boundary force lines during the first tensioning movement and the second tensioning movement are shown.

Detailed Description

Fig. 1 shows a part of a motor vehicle lock 1. The illustrated locking mechanism 2 includes a rotary locking fork 3, a pre-locking pawl 4, and a primary locking pawl 5. The rotary latch fork 3 is supported so as to be pivotable about an axis 6, and the latch claws 4 and 5 are supported so as to be pivotable about an axis 7. To reach the closed position, the rotary latch fork 3 is mounted pivotably about an axis 6 in the direction of the arrow P, for example in a latch plate of the motor vehicle latch 1. Fig. 1 shows the pre-locking position, in which the pre-locking pawl 4 can be brought into engagement with the locking contour 8 on the rotary catch 3.

The tensioning claw 10, the receptacle 11, the pulling means 12 and the bowden cable core 13 are also shown as components of the tensioning device 9, wherein the pulling means 12 and the bowden cable core 13 can be part of the bowden cables 12, 13. The tensioning claw 10 is accommodated in the motor vehicle lock in a manner pivotable on a tensioning path Z. The tensioning path Z is depicted in fig. 1 by a dot-dash line and a circular arc. The catch 14 is also shown, wherein the catch 14 is already engaged with the rotary catch 3 in the prelock state.

The tensioning claw 10 and the rotary latch fork 3 can each have a contour 15, 16 which is designed such that a force-locking, i.e. only a friction-locking connection, for example, can be established between the tensioning claw 10 and the rotary latch fork 3 if the rotary latch fork 3 reaches the catch 14. The rotary latch fork contour 15 and the tensioning claw contour 16 can be designed such that a force closure can be achieved in a first tensioning path and a form closure can be achieved in a second tensioning path.

A graph depicting the change in the tensioning path Z in millimeters with respect to the tensioning force in newtons is shown in fig. 2. Plotting the Pre-Lock position VR and the Main Lock positionAnd (6) placing HR. Additionally, the overstroke position is plotted

Since the tensioning device 9 moves the rotary catch into the overtravel position, so that the main locking pawl 5 can engage into the locking contour 8. The pre-lock position is typical when the door gap is about 6 mm. In the primary locking position, the door is closed. The overtravel position refers to the path of the rotating locking fork, namely: the rotary latch fork is moved beyond the main latching position, so that the latching pawl 5 can fall into the latching contour 8 of the rotary latch fork 3. In this embodiment, more precisely the embodiment of fig. 1, the locking mechanism 2 is depicted with two locking claws 4, 5. It is of course also conceivable that only one locking claw 4, 5 is present.

The tensioning path Z describes the following path: through this path, the tensioning pawl 10 moves the rotary catch 3 in an electric motor-driven manner. According to the invention, the tensioning claw 10 is now engaged when the rotary latch fork 3 is engaged with the catch 14. The 10mm plus overtravel tensioning path Z is plotted in the graph shown in figure 2. The tensioning claw 10 moves the rotary latch fork 3 in the direction of the arrow P over a tensioning path from a door gap of 10mm to a door gap of 4 mm. The rotary latch fork 3 is moved or moved into the closed position with a force of 100 newtons. The force-path curve is shown in the figure with K. From pre-latching with a 4mm door gap to door closure in the main latch or overtravel

The force-path curve up to (1) is shown in the figure as FO.

As is evident from fig. 2, the tensioning movement according to the invention is not tied to the locking positions VR, HR. Instead, it can be provided according to the invention that the force closure (position) is moved in the direction of the primary locking position HR such that the door or flap is already largely closed. Only when a large force is required for closing (for example, against the pressure of the door seal), a form-locking FO is produced between the tensioning claw 10 and the rotary latch fork 3, as a result of which a reliable closing and holding of the rotary latch fork is possible.

In addition, the force-path curves of the tensioning devices known from the prior art are plotted in this figure. The tensioning movement according to the increasing force or the increasing torque is plotted by the force curve 17 and the force introduced indirectly with the pre-lock for the overtravel is plotted by the force curve 18.

During the tensioning, a torque is introduced into the rotary latch 3 in the direction of the arrow P by means of the tensioning pawl 10. The torque is proportional to the current consumption and to the force F plotted on the ordinate axis in fig. 2. In this case, the

force curve

17, 18 is obtained during the tensioning, which is obtained by the force closure K and the

force curve

17 or 18, and the tolerance window TO which it is not TO be exceeded can be specified by means of the control device. If the force F reaches the boundary force line 19, as is depicted in fig. 2 with a dashed line, there is the possibility of the control device interrupting the tensioning process.

If during normal, conventional tensioning, an excessively high force consumption occurs during the force closure KO or the form closure FO, so that the boundary force line 19 and thus the tolerance window TO are exceeded, the jamming and/or the blocking during tensioning can be detected by means of the control device. By means of the embodiment according to the invention, and in particular by detecting a current rise in the drive, a functional fault can be determined and appropriate countermeasures can be introduced.

The current rise is therefore taken as a measure for the normal course of operation of the tensioning process. In this case, a functional failure or a jam is detected by means of an excessively high current or an excessively high force, so that an interruption, decoupling and/or commutation of the tensioning drive can be initiated.

Fig. 1 shows an exemplary sensor 20 as a device for detecting a position. The sensor 20 can, for example, be a rotary encoder that detects the rotational movement of the rotary latch fork 3, or can be designed, for example, as a microswitch, so that the tensioning movement Z can likewise be detected. The sensor 20 is directly connected to the control device S, which also monitors the power consumption of the motor M. The control device is thus able to establish a proportional relationship between the movement signal of the sensor 20 and the current consumption of the motor M and thus to determine an excessively high force or an excessively high current consumption of the motor M for the tensioning process. The tensioning process can be interrupted if the force exceeds the force limit line 19 or if an excessively high current consumption of the motor M is determined by means of the control device S. Advantageously, the tensioning claw 10 can be disengaged from the rotary latch 3, for example, according to fig. 1.

List of reference numerals:

1 Motor vehicle lock

2 locking mechanism

3 rotating lock fork

4 Pre-locking pawl

5 Primary locking pawl

6. 7 axis

8 locking profile

9 tensioning device

10 tensioning claw

11 receiving part

12 traction device

13 Bowden cable core

14 lock catch

15 rotating fork profile

16 tensioning claw profile

17. Curve of 18 lines of force

19 boundary force line

20 sensor

P arrow head

Z tensioning path

VR Pre-lock position

HR primary locking position

Over-travel position

K force closure

FO shape closure

Force F

TO tolerance window

S control device

M drive motor

Claims

1. A lock (1) for a motor vehicle, comprising a locking mechanism (2) comprising a rotary catch (3) and at least one pawl (4, 5), a tensioning device (9) and an electric drive (M), as well as a torque converter, wherein a variable torque can be set in the tensioning device (9) by means of the torque converter, characterized in that the tensioning can be realized at least in sections by means of a force closure (K); wherein, in a first tensioning movement of the rotary catch (3), the tensioning device (9) can introduce a tensioning moment into the rotary catch (3) by means of a force lock (K), and, in a second tensioning movement of the rotary catch (3), the tensioning device (9) can introduce a tensioning moment into the rotary catch (3) by means of a form lock (FO); wherein the force-locking between the rotary latch and the tensioning device can be removed and the tensioning process interrupted in a first tensioning movement by the tensioning device (9), and the tensioning process can no longer be interrupted if the form-locking between the rotary latch and the tensioning device occurs in a second tensioning movement by the tensioning device (9).

2. Lock (1) for a motor vehicle according to claim 1, characterized in that the rotary lock fork (3) has a locking position, wherein the tensioning claw (10) can be brought into engagement with the rotary lock fork (3) independently of the locking position.

3. Lock (1) for a motor vehicle according to claim 1 or 2, characterized in that the tightening device (9) has a tightening pawl (10) which enables the tightening pawl (10) to engage with the rotary catch (3).

4. Lock (1) for motor vehicle according to claim 3 characterized in that the tensioning device (9) has a Bowden cable (12, 13) and/or a transmission mechanism.

5. The lock (1) for a motor vehicle according to claim 4, characterized in that the force closure (K) of the tensioning device (9) is produced by means of the Bowden cable (12, 13) and/or by means of the transmission and/or by means of the tensioning pawl (10).

6. Lock (1) for a motor vehicle according to any of claims 1, 2, 4 and 5, characterized in that the tightening torque in the first tightening movement is smaller than the tightening torque in the second tightening movement.

7. Lock (1) for a motor vehicle according to any one of claims 1, 2, 4 and 5, characterized in that a tension of 100 newton can be provided in the first tensioning movement and a tension of 500 newton can be provided in the second tensioning movement by means of the tensioning device (9).

8. Lock (1) for a motor vehicle according to any of claims 1, 2, 4 and 5, characterized in that the tightening movement of the rotary catch (3) can be introduced with the engagement of the rotary catch (3) into the catch (14).

9. Lock (1) for a motor vehicle according to any of claims 1, 2, 4 and 5, characterized in that the first tightening movement can be carried out from the engagement of the rotary catch (3) into the catch (14) up to the closed position of 4 mm.

10. Lock (1) for a motor vehicle according to one of claims 1, 2, 4 and 5, characterized in that detection means (20) for detecting the position of the locking mechanism (2) and a control device (S) for the tensioning device (9) are provided, wherein at least one detection means (20) is provided for detecting the position of a component that can be moved by means of the tensioning device (9), the detection means (20) interacting with the control device (S).

11. Lock (1) for motor vehicles according to claim 10, characterized in that said detection means (20) are sensors and/or switching means.

12. Lock (1) for a motor vehicle according to claim 10, characterized in that the detection means (20) for detecting the position co-act with the control device (S) such that an interruption of the tightening process can be caused by means of the detection of a rise in current in the electric drive (M).

13. Lock (1) for motor vehicles according to claim 10, characterized in that the gap size when the moving member is closed can be monitored by means of said detection means (20) for detecting the position.

14. Lock (1) for a motor vehicle according to claim 13, characterized in that the interruption of the tensioning process can be achieved by means of the control device (S) up to a gap size of 6 mm.

15. Lock (1) for a motor vehicle according to claim 10, characterized in that the movable component is a door, hatch, cover and/or hood of the motor vehicle.

16. Lock (1) for a motor vehicle according to claim 10, characterized in that the tensioning device (9) cooperates directly with the locking mechanism (2) or a restraining strap.

17. Lock (1) for a motor vehicle according to claim 10, characterized in that the rotary catch (3) can be moved by means of a tensioning device (9).

18. Lock (1) for a motor vehicle according to claim 10, characterized in that the detection means (20) for detecting the position are arranged at the rotary catch (3).

19. Lock (1) for a motor vehicle according to claim 10, characterized in that a variable tightening torque can be provided by means of the tightening device (9).

20. Lock (1) for a motor vehicle according to claim 13, characterized in that the interruption of the tensioning process can be achieved by means of the control device (S) up to a gap size of 5 mm.

21. Lock (1) for a motor vehicle according to claim 13, characterized in that the interruption of the tensioning process can be achieved by means of the control device (S) up to a gap size of 4 mm.

22. Lock (1) for motor vehicles according to claim 10, characterized in that said detection means (20) are microswitches.

23. Lock (1) for motor vehicle according to claim 2, characterized in that said locking positions comprise a pre-locking position (VR) and a main locking position (HR).